Half to singleton m



W. H.. SAUVAGE.

BRAKE.

(No Model.)

Patented ont. .13, 1896.

www.

UNITED STATES PATENT OFFICE.Y

IVILLIAM HENRY SAUVAGE, OF DENVER, COLORADO, ASSIGNOR OF ONE-v IIALF TO SINGLETON M. MORRISON, OF SAME PLACE.

BRAKE.

SPECIFICATION forming part of Letters Patent No. 569,476, dated October 13, 1896.

Application filed January '21, 1896. Serial No. 576,317. (No model.)

To a/ZZ whom t may concern.-

Be it known that I, WILLIAM HENRY SAU- VAGE, a citizen of the United States of America, residing at Denver, in the county of Arapahoe and State of Colorado, have invented certain new and useful Improvements in Manually-Operated Brakes; and I do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to the letters and figures of reference marked thereon, which form a part of this specification.

My invention relates to improvements in brakes, and the objects of my invention are, iirst, to provide a manually-operated brake for street railway cars, wagons, railwaytrains, and for all vehicles, and also for machines and rotating devices to which it is necessary to apply a brake; second, to provide a brake for street-railway cars which can be applied by the operator with but a onehalf turn of 'the brake-crank instead of several complete revolutions, as is required under the system at present in use 5 third, to provide means for taking up the slack and wear of the brake-shoe and of the brake and its several parts. I attain these objects by the mechanism illustrated and described in the accompanying drawings and specification, in which- Figure 1 represents a plan view of a carframe and its wheels, showing the application of my improved brake to street-cars. represents a side elevation of the same on line AA. Fig. 3 represents a section of the brake on line A of Fig. 4. Fig. 4 represents a section of the brake on line B of Fig. 3. Fig. 5 represents afragment of Fig. l in perspective.

Similar letters of reference refer to similar parts throughout the several views.

Referring to Fig. l, O designates the frame of the car. D designates the wheels, which are secured to the axles E. The axles are supported by boxes E, which are secured to the frame. 'J

Myimproved brake comprises a brake-shoe F, (see Figs. 3 and 4,) which is formed when Fig. 2'

used on cars with two step portions F and F2, which are adapted to register and bear on both the treads and the fianges of the wheels in order that both the tread and flange may wear evenly, and a box G, to which said shoe is detachably secured. This box Gis formed with a cover or side II, which is secured to it by screws I. Through this cover and through the opposite side of the box oppositelyLarranged angular slots J are formed, which are arranged to diverge from a central point inV the length of the box away from the shoe. Through these slots and through the box the actuating-shaft J passes. A pinion K is rigidly secured to said shaft inside of the box, and a toothed rack L is formed on the side of the box adjacent to the shoe. This rack is arranged in two opposite and equal inclined planes L' and L2, which diverge in opposite directions from a central point in the length of the box in the saine plane as the center of the said slots. The racks also diverge away from the brake-shoe F, the racks and slots being arranged parallel with one another. The pinion K meshes in the rack and normallyrests at the central portion between the inclines of the rack.

In order that the shoes may be Vreadily replaced by new ones when they are worn out without disengaging the boxes from the mechanism by which it is secured to the car or other vehicle, I arrange it to slide upon and around the wheels. I prefer to carry out this feature of my invention in the following manner: Upon the upper and lower ends 'of the shoes I form lugs M' and N, which project backward and beyond the body of the shoe. These lugs are spaced apart to iit and slide over the sides of the box. Through the top lugs M a pin O is secured, and in the top of the box a recess I) is formed, in which said pin extends. A hole is bored through the bottom lugs which registers with a recess Q, formed in the bottom of the box. A bolt R is inserted through the lugs and recess and in connection with the pin O secures the shoe of which is shown in Fig. 3 and away from Ico Athe box. In order to prevent the dust vhaving free access to the pinion and rack, I place shields T on theshaft J on each side of the box. These shields comprise plates which are loosely mounted on the shaft J They are held against its sides by collars V. Upon the side of the box and itsl cover Icast cleats WV, in order to hold the shields in alinement with the slots, placing them only on the side of the plate that is nearest to the shoe F of the brake and at an equal distance each side of the point of intersection of the inclined racks. The object of these cleats is to prevent the dust-guard from turning on the shaft J (to which it is loosely mounted) out of alinenient with the slots to expose them to the dust and grit of the road. They accomplish This by offering an abutment to the edge of the guard both aboveand below the shafts center, and this prevents the guards turning in either direction far enough to uncover the slots during the oblique lateral movement of the box on the wheel. As there are no cleats or obstructions on the box or cover on the opposite side of the dust-guard the box is free to move between the dust-guards onto the wheel. In the bottom of the box I form a hole X, which allows any dust or sand which may accumulate in it to work out. The shaft J extends across the cars frame (see Fig. l) and is Vsupported in adjustable hangers Z, in

-, which it is loosely journaled. These hangoccupied by the shaft a slot 2 is made concentric to the bolt 1. A bolt 3 is inserted in this slot and is secured to the frame and is used to clamp the hangers to the frame in any desired position. By loosening the bolts I ahd 3 the shoes and boxes can be moved nearer the wheels from time to time as the shoes wear.

For street-car use I apply a brake to each set of wheels, connecting them together by a chain 4, which is seated in chain-sheaves 5, located on the shafts J These sheaves are secured to the shafts J. From the shaft J at the forward end of the car a chain 6 is extended f'rom a chain-sheave 7 to a sheave 8, which is secured to the crank-rod 9. In the chains 4 and 6, between the sheaves which carry them, I place rods l0 and ll, l2 and I3, the opposite ends of which are threaded and connected by a turnbuckle 17, which I employ to takey up the slack in the chains when the shafts, boxes, and shoes are set nearer the wheels. This crank-rod is supported in suitable bearings I4 and l5, which are secured to the frame. Upon its upper end an operating-crank I6 is secured.

The operation is as follows: The brakes are arranged and positioned on the carto stand close, but clear of the wheels. The pinions are then moved to bring them inthe center of the toothed inclines, in which position the brakes are clear of the wheels, and when the operator desires to stop the car he gives the cranka partial revolution, which rotates the sheaves, shafts, and pinions in the brake-boxes and causes the toothed racks and the boxes to travel by them and the boxes and shoes to move obliquely toward and against the wheels, the shaft moving in the oblique slots as the brakes move away from the pinion against the wheels in any oblique direction. The crank should always be moved by theoperator in a direction to move the brakes against the wheels in the direction the wheels are rotating, as the wheels then havea tendency to draw, and do draw, them onto them, away from thepinion, which acts as a roller on which the inclined rack rolls. The operator is thus relieved from a great deal of work, for if he just moves the brake with but about a quarter-turn of the crank it will set itself firm enough to stop a car moving at an ordinary rate of speed.

The advantage of the double rack is that in moments of great danger and excitement it enables the operator ora stranger to grasp the crank and stop the car instantly, no matter which way the crank is turned. The brakes can be applied with any degree of pressure and will remain set until released, even though the connection between the brake-boxes and the operating crank-brake has become disconnected. Another advantage of this brake is that they act independent of one another. Consequently if one or two or three out of the four become disabled the fourth will still work. As the shoes wear they are moved nearer the wheels from time to time by loosening the bolts of the hangers and swinging the shafts and brake-boxes nearer the wheels. The slack of the chains is then taken up by the turnbuckle's. Y

Vhile I have illustrated and described my invention arranged and adapted for street railway cars, it is obvious that it can be apa plied to all kinds of vehicles and machines requiring a brake. Consequently I do not .wish to be limited to the specific means by which it may be adapted to them; but

What I claim as new, anddesire to secure by Letters Patent, is

l. The combination in abrake, of a boxor supporting-base having a removable side, a double integral inclined toothed rack therein adjacent to the periphery of the wheel upon which said brake is to act, a pinion in said box meshing with said rack, a shaft passing through said box and rigidly secured to said pinion, means whereby an operator may ro tate said pinion, and a brake-shoe removably secured to said box, substantially as de'- scribed.

2. The combination in a brake of a box or supporting-base, a shoe removably secured thereto, a double wedge-shaped toothed rackdiverging in opposite directions from the central portion of said box, a shaft passing through said box and supported in adjustable IOO IOSy

IIO

bearings, a pinion secured to said shaft and meshing with said rack, and means for inanually rotating said pinion to move and wedge said brake-box or supporting-base and shoe into operative engagement, substantially as described.

3. The combination in a brake of two oppositely-disposed integral inclined toothed racks diverging from a common center of the box from the brakes shoe, a pinion in mesh with the central portion of said racks, a shaft to which said pinion is secured, adjustable supports for said shaft, a shoe removably secured to said box or supporting-base and means for rotating said pinion, substantially as shown whereby said box or supporting-base and shoe are moved obliquely into operative engagement with the vehicle-wheels, substantially as set forth.

et. The combination in a street-railway-car brake, of the box having the double inclined rack, of the pinion meshing therein, the shoe adjustably secured thereto, the shaft and the adjustable hangers, with the chain-sheaves, the chains connecting the brakes of the forward set of wheels with those of the rear set of Wheels, the rods and the turnbuckles in said chain, a sprocket-wheel on the brake-ad tuating shaft of the forward set of brakes, a chain-sheave on the lower end of the crankrod, a chain connecting the two last-named chain-sheaves, and an operating-crank on the end of said crank-rod whereby all of said brakes are operated at the same time, substantially as described.

The combination in a vehicle-brake, of the box having a removable side, a shoe removably secured thereto, a double inclined continuous rack in. said box, a pinion meshing with said rack, a shaft to which said pinion is secured, slots through said cover and box parallel with said rack through which said shaft extends, adjust-able hangers substantially as shown pivoted to the vehicle-frame, and means whereby the operator may rotate said shaft and pinion, to apply said brake to the vehicle-wheels, as set forth.

G. The combination with the box having the double inclined continuous rack therein, the removable cover, the slots in said cover 5o and box, the pinion, the shaft, the brake-shoe, the dust-shields, the dust-outlet in the bottom of said box, the collars and the cleats, as set forth.

7. The combination in a brake, of a shaft supported in adjustable bearings, a pinion keyed to said shaft, a hollow box or block having a removable side, slots in said cover and box through which said shaft passes, a rack inclined in opposite directions in the same plane from a common center, thereby forming a continuous double inclined toothed plane, diverging in opposite directions from said common center, and away from the brake shoe of the brake, a brake-shoe removably secured to said box substantially as described, means for operating said shaft to'rot-ate said pinion from the front of the vehicle or car, means for closing the slots into said box and means for adjusting the several parts for wear and slack, as set forth.

S. A brake comprising a brake-shoe, a supporting-base to which said shoe is removably secured, a wedge shaped inclined toothed plane integral with said supporting-base, a toothed pinion in mesh with said toothed, wedge-shaped plane, a shaft to which said pinion is secured, means for adjusting said shaft and pinion in relation to said toothed incline to compensate for wear of said shoe, and means for rotating said shaft and pinion to move said shoe and base into operative engagement with the object to which said brake is opposed, as set forth.

In testimony whereof I affix my signature in presence of two witnesses.

W'ILLIAM HENRY SAUVAGE.

WILLIAM D. HrrcHcoox, JOHN W. DUPREE. 

